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Mattias Sandgren

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  1. Ah, I should've read about the update. I will use the older PCLink version. Thanks! http://forums.linkecu.com/topic/8841-update-pclink-5663564-on-hold/
  2. Was going to re-tune a customer car, and upon connecting to it I only get an error message. See attached pictures. Car works and runs, but requires a retune with another cam. What is usually the issue with this particular error?
  3. Awesome. Wondered when this would happen. Good work!
  4. I just like to add that I had throttle sticking issues with the S54 with a Link Fury. At low opening (1-2%) it hung a bit and would overshoot once it moved, and removing half the springs solved the issue.
  5. Running a Link Fury G4+ on a customer car, with a Race Technology Dash 2 and their CAN adapter (ECU interface). I would just like to add that using the CANSER cable was not a good idea. Plugging that in caused serial port interference and stopped the communication to the (PC) tuning software. I just added the CAN wiring to the ECU connector instead, and wired that to a DSUB9 connector (pin 2 = CAN L/-, pin 7 = CAN H/+). In the DASH 2 setup I used the Vipec CAN protocol, seemed like the only option. The old G4 protocol didn't have lambda, etc.
  6. Turning off the engine now works, but did a quick solution. Out of all the "key on" signals in the car only one was found to really turn off at the key, so wiring in a relay was the best option. There is probably some kind of "hold relay" in the car that is controlled by the stock ECU and chassis electric units, might be a signal through CAN-BUS. Also this particular model car with APX engine apparently is the only one to have this particular Bosch ME 7.5 ECU, oh well.
  7. This should be adressed in the trigger code for low inertia engines and can be easily solved using the cam sync pulse. Remove all ignition plugs and watch the trigger scope where the cam sync pulse occurs in relation to the crank missing tooth. You can then figure out how many degrees (and number of crank trigger teeth) before TDC cyl 1, a timing light while cranking if you want to be accurate. It would help a lot if that information was available during cranking. In the case of the Rotax ACE 900 with a 36-2 crank trigger wheel and cam sync, it would be a 34+1 trigger until it starts (exceeds rpm threshold) and only then be treated like a 36-2+1 trigger. Basically at low cranking rpm the code should care less about the missing teeth and calculate ignition timing based on cam sync pulse instead. This is typically also a problem with Suzuki motorcycle engines, GSX-R with 24-1 and later ones have a bit easier larger missing teeth 24-2. I've also seen this problem on huge engines (27 litre V12, trigger 24-1 no camsync) where the first few pistons will accelerate the rpm quickly and the missing teeth are lost.
  8. Integrale8v, race jase: Did you ever get this issue sorted ?
  9. Oh, sounds a bit like the issue I had wiring a Link Fury to an Audi RS4 -99, where the fuel pump relay was turned on as the outputs all short to ground with the ECU off. I had to install a separate relay, powered through the ignition, in series with the ground side of the solenoid of the fuel pump relay. The fuel pump relay solenoid positive side either had current leaking through the ignition lock or it was always powered. I'll have to check if there is a "hold" function of sorts..
  10. Car : Audi TT quattro 1.8 turbo year 2000 (mfg 1999-09-20) with APX engine. Issue : With the engine running you can turn the ignition key to off position (and remove it from the ignition lock if you want) and the engine and all lights are still running. Pretty sure "brake + clutch drop in gear" is not going to cut it as the go-to solution for the customer. Is this a known issue? The car and engine is completely standard/stock, and with the original ECU this does not happen.
  11. Found this on a Haltech forum : Dead Time (ms) Volts (V) 1.777ms - 8.00V 1.744ms - 8.30V 1.695ms - 8.50V 1.614ms - 8.80V 1.532ms - 9.00V 1.471ms - 9.30V 1.410ms - 9.50V 1.349ms - 9.80V 1.288ms - 10.00V 1.252ms - 10.30V 1.215ms - 10.50V 1.178ms - 10.80V 1.142ms - 11.00V 1.111ms - 11.30V 1.080ms - 11.50V 1.048ms - 11.80V 1.017ms - 12.00V 0.988ms - 12.30V 0.960ms - 12.50V 0.932ms - 12.80V 0.903ms - 13.00V 0.878ms - 13.30V 0.826ms - 13.80V 0.801ms - 14.00V 0.781ms - 14.30V 0.761ms - 14.50V 0.741ms - 14.80V 0.721ms - 15.00V 0.701ms - 15.30V 0.681ms - 15.50V 0.661ms - 15.80V 0.641ms - 16.00V
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